Vehicle steering control method, electronic device, and storage medium

Abstract

The present application discloses a vehicle steering control method, electronic device, and storage medium. The method includes: obtaining flag information at the current moment, the flag information being used to characterize the driver's hand torque and the corresponding duration; determining the current driving state of the vehicle using the vehicle's driving mode at the previous moment and the flag information at the current moment; obtaining the current steering wheel feedback torque constraint and the current steering wheel steering instruction corresponding to the current driving state; and executing the corresponding steering wheel steering operation based on the current steering wheel feedback torque constraint and the current steering wheel steering instruction. The present application improves the driver's comfort when operating the steering wheel, avoids the occurrence of hand-slapping phenomenon, and realizes human-machine shared steering control based on the driver's operating comfort.

Description

Technical Field

[0001] The embodiments disclosed in this application relate to the field of vehicle-mounted technology, and more specifically, to a vehicle steering control method, electronic device, and storage medium. Background Art

[0002] As a typical feature of autonomous driving technology, automatic steering is attracting increasing attention and research in the industry. For example, automatic steering technology is widely used in advanced driving assistance systems (ADAS), such as Lane Keeping Assist (LKA), Lane Centering Control (LCC), and Navigate on Autopilot (NOA). However, when switching between autonomous driving mode and driver-controlled mode, the driver's hand is easily affected by hand-slapping, which affects the driver's operating comfort and prevents a smooth transition of control. Summary of the Invention

[0003] According to the embodiments of the present application, the present application proposes a vehicle steering control method, an electronic device, and a storage medium to solve the above-mentioned problems.

[0004] The first aspect of the present application discloses a vehicle steering control method, including: obtaining flag information at the current moment, the flag information being used to characterize the driver's hand torque and the corresponding duration; determining the current driving state of the vehicle using the vehicle's driving mode at the previous moment and the flag information at the current moment; obtaining the current steering wheel feedback torque constraint and the current steering wheel steering instruction corresponding to the current driving state; and performing corresponding steering wheel steering operations based on the current steering wheel feedback torque constraint and the current steering wheel steering instruction.

[0005] In some embodiments, the flag information includes at least one of a hands-off flag, an intervention flag, and a takeover flag; the hands-off flag indicates that the current torque is less than a first torque threshold and the duration of the current torque is greater than a first duration threshold; the intervention flag indicates that the current torque is greater than a second torque threshold and the duration of the current torque is greater than the second duration threshold; the takeover flag indicates that the current torque is greater than a third torque threshold and the duration of the current torque is greater than the third duration threshold; or the takeover flag indicates that the current torque is greater than a fourth torque threshold; wherein, the first torque threshold is less than the second torque threshold, the second torque threshold is less than the third torque threshold, and the third torque threshold is less than the fourth torque threshold; the first duration threshold is greater than the second duration threshold and the second duration threshold is less than the third duration threshold.

[0006] In some embodiments, the driving modes of the vehicle include an automatic driving mode, a human-machine co-driving mode, and a driver takeover mode, and the current driving state includes at least a first type of driving state and a second type of driving state; the determining the current driving state of the vehicle by using the driving mode of the vehicle at a previous moment and the flag information at the current moment includes: in response to the driving mode at the previous moment being the automatic driving mode and the intervention flag being set to a first preset value, determining that the current driving state is the second type of driving state; in response to the driving mode at the previous moment being the human-machine co-driving mode and the hands-off flag being set to a first preset value, determining that the current driving state is the first type of driving state; in response to the driving mode at the previous moment being the human-machine co-driving mode and the takeover flag being set to a first preset value, determining that the current driving state is the second type of driving state; in response to the driving mode at the previous moment being the driver takeover mode and the takeover flag being set to a second preset value, determining that the current driving state is the second type of driving state.

[0007] In some embodiments, obtaining the current steering wheel feedback torque constraint corresponding to the current driving state includes: obtaining the steering wheel feedback torque constraint at the previous moment and feedback torque constraint information corresponding to the current driving state, the feedback torque constraint information including the maximum feedback torque and a preset minimum feedback torque corresponding to the current driving state; calculating the steering wheel feedback torque constraint at the previous moment and the feedback torque constraint information to obtain the current steering wheel feedback torque constraint.

[0008] In some embodiments, the current driving state includes at least a first type of driving state and a second type of driving state; the calculation based on the steering wheel feedback torque constraint at the previous moment and the feedback torque constraint information to obtain the current steering wheel feedback torque constraint includes: in response to the current driving state being the first type of driving state, the sum of the maximum value of the steering wheel feedback torque constraint at the previous moment and the first torque preset value is less than the maximum value of the feedback torque, and the sum of the maximum value of the steering wheel feedback torque constraint at the previous moment and the first torque preset value is used as the maximum value of the current steering wheel feedback torque constraint; or in response to the current driving state being the first type of driving state, the sum of the maximum value of the steering wheel feedback torque constraint at the previous moment and the first torque preset value is greater than or equal to. In response to the maximum value of the feedback torque, the maximum value of the feedback torque is used as the maximum value of the current steering wheel feedback torque constraint; or in response to the current driving state being the second type of driving state, the difference between the maximum value of the steering wheel feedback torque constraint at the previous moment and the second torque preset value is greater than the preset feedback torque minimum value, and the difference between the maximum value of the steering wheel feedback torque constraint at the previous moment and the second torque preset value is used as the maximum value of the current steering wheel feedback torque constraint; or in response to the current driving state being the second type of driving state, the difference between the maximum value of the steering wheel feedback torque constraint at the previous moment and the second torque preset value is less than or equal to the preset feedback torque minimum value, and the preset feedback torque minimum value is used as the maximum value of the current steering wheel feedback torque constraint.

[0009] In some embodiments, obtaining the maximum feedback torque corresponding to the current driving state includes: obtaining the lane line curvature and the vehicle speed corresponding to the current driving state; based on the lane line curvature and the vehicle speed, using a preset feedback torque calibration table, calculating the maximum feedback torque corresponding to the current driving state.

[0010] In some embodiments, obtaining the current steering wheel steering instruction corresponding to the current driving state includes: obtaining steering wheel angle information, the steering wheel angle information including the steering wheel angle at the previous moment, the current actual steering wheel angle and the current expected steering wheel angle; and determining the current steering wheel steering instruction based on the steering wheel angle information.

[0011] In some embodiments, the current driving state includes a first type of driving state; the current steering wheel steering instruction is determined based on the steering wheel angle information, including: in response to the current driving state being the first type of driving state, the current expected steering wheel angle is greater than the steering wheel angle at the previous moment, and the sum of the steering wheel angle at the previous moment and the first angle preset value is used as the current steering wheel steering instruction; or in response to the current driving state being the first type of driving state, the current expected steering wheel angle is greater than the steering wheel angle at the previous moment, and the sum of the steering wheel angle at the previous moment and the first angle preset value is greater than or equal to the current expected steering wheel angle angle, the current expected steering wheel angle is used as the current steering wheel steering instruction; or in response to the current driving state being the first type of driving state, the current expected steering wheel angle is less than the steering wheel angle at the previous moment, and the difference between the steering wheel angle at the previous moment and the second angle preset value is used as the current steering wheel steering instruction; or in response to the current driving state being the first type of driving state, the current expected steering wheel angle is less than the steering wheel angle at the previous moment, and the difference between the steering wheel angle at the previous moment and the second angle preset value is less than or equal to the current expected steering wheel angle, and the current expected steering wheel angle is used as the current steering wheel steering instruction.

[0012] In some embodiments, the current driving state includes a second type of driving state; the current steering wheel steering instruction is determined based on the steering wheel angle information, including: in response to the current driving state being the second type of driving state, the current actual steering wheel angle is greater than the steering wheel angle at the previous moment, and the sum of the steering wheel angle at the previous moment and the first angle preset value is used as the current steering wheel steering instruction; or in response to the current driving state being the second type of driving state, the current actual steering wheel angle is greater than the steering wheel angle at the previous moment, and the sum of the steering wheel angle at the previous moment and the first angle preset value is greater than or equal to the current actual steering wheel Angle, the current actual steering wheel angle is used as the current steering wheel steering instruction; or in response to the current driving state being the second type of driving state, the current actual steering wheel angle is less than the steering wheel angle at the previous moment, and the difference between the steering wheel angle at the previous moment and the second angle preset value is used as the current steering wheel steering instruction; or in response to the current driving state being the second type of driving state, the current actual steering wheel angle is less than the steering wheel angle at the previous moment, and the difference between the steering wheel angle at the previous moment and the second angle preset value is less than or equal to the current actual steering wheel angle, and the current actual steering wheel angle is used as the current steering wheel steering instruction.

[0013] In some embodiments, the current driving state also includes a third type of driving state; obtaining the current steering wheel feedback torque constraint corresponding to the current driving state includes: in response to the current driving state being the third type of driving state, using the maximum value of the feedback torque corresponding to the current driving state as the maximum value of the current steering wheel feedback torque constraint; obtaining the current steering wheel steering instruction corresponding to the current driving state includes: in response to the current driving state being the third type of driving state, using the current expected steering wheel angle as the current steering wheel steering instruction.

[0014] A second aspect of the present application discloses an electronic device, comprising a memory and a processor coupled to each other, wherein the processor is configured to execute program instructions stored in the memory to implement the vehicle steering control method described in the first aspect.

[0015] A third aspect of the present application discloses a non-volatile computer-readable storage medium having program instructions stored thereon. When the program instructions are executed by a processor, the vehicle steering control method described in the first aspect is implemented.

[0016] The beneficial effects of the present application include: obtaining the flag information at the current moment, the flag information is used to characterize the driver's hand torque and the corresponding duration, using the vehicle's driving mode at the previous moment and the flag information at the current moment to determine the vehicle's current driving state, obtaining the current steering wheel feedback torque constraint and the current steering wheel steering instruction corresponding to the current driving state, further, according to the current steering wheel feedback torque constraint and the current steering wheel steering instruction, the corresponding steering wheel steering operation can be performed, thereby improving the driver's comfort when operating the steering wheel and avoiding the occurrence of hand-slapping phenomenon. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] The present application will be further described below with reference to the accompanying drawings and implementation methods, in which:

[0018] Figure 1 1 is a flow chart of a vehicle steering control method according to an embodiment of the present application;

[0019] Figure 2 is a logic diagram for determining the current driving state of a vehicle according to an embodiment of the present application;

[0020] Figure 3 is a schematic structural diagram of an electronic device according to an embodiment of the present application;

[0021] Figure 4 It is a structural diagram of the non-volatile computer-readable storage medium of an embodiment of the present application. DETAILED DESCRIPTION

[0022] References to "embodiments" in this application mean that a particular feature, structure, or characteristic described in connection with the embodiment may be included in at least one embodiment of the application. The appearance of this phrase in various places in the specification does not necessarily refer to the same embodiment, nor does it constitute an independent or alternative embodiment that is mutually exclusive of other embodiments. It is understood, both explicitly and implicitly, by those skilled in the art that the embodiments described herein may be combined with other embodiments.

[0023] The term "and / or" in this application is merely a description of the association relationship of associated objects, indicating that three relationships may exist. For example, A and / or B can represent three situations: A exists alone, A and B exist at the same time, and B exists alone. In addition, the character " / " in this article generally indicates that the objects associated before and after are in an "or" relationship. In addition, "many" in this article means two or more than two. In addition, the term "at least one" in this article means any combination of at least two of any one or more of a plurality of, for example, including at least one of A, B, and C, can mean including any one or more elements selected from the set consisting of A, B, and C. In addition, the terms "first", "second", and "third" in this application are used for descriptive purposes only, and cannot be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated.

[0024] In order to enable those skilled in the art to better understand the technical solution of the present application, the technical solution of the present application is further described in detail below with reference to the accompanying drawings and specific implementation methods.

[0025] See also Figure 1 , Figure 1 The flowchart of the vehicle steering control method according to the embodiment of the present application is shown in FIG. The execution subject of the method can be an electronic device with computing functions, such as a microcomputer, a server, and a mobile device such as a laptop computer or a tablet computer.

[0026] It should be noted that if there are substantially the same results, the method of this application is not limited to Figure 1 The process sequence shown is limited.

[0027] In some possible implementations, the method may be implemented by a processor calling computer-readable instructions stored in a memory, such as Figure 1 As shown, the method may include the following steps:

[0028] S11: Obtain the flag information at the current moment. The flag information is used to represent the driver's hand torque and the corresponding duration.

[0029] Flag information can be used to identify the driver's intention to manipulate the steering wheel. This intention includes at least one of hands-off, hands-on, and hands-on. Flag information characterizes the driver's hand torque T and its corresponding duration t. By obtaining the current flag information, the corresponding flag can be determined based on different driver hand torques T and corresponding durations t, thereby determining the current driver's intention to manipulate the steering wheel.

[0030] S12: Determine the current driving state of the vehicle using the vehicle's driving mode at the previous moment and the flag information at the current moment.

[0031] The vehicle's current driving state is determined by using the vehicle's previous driving mode and the current flag information. For example, based on the vehicle's current driving mode and the current driver's intention to manipulate the steering wheel, the vehicle's current driving state and corresponding driving mode can be determined.

[0032] S13: Obtain the current steering wheel feedback torque constraint and the current steering wheel steering command corresponding to the current driving state.

[0033] Obtain the current steering wheel feedback torque constraint and the current steering wheel steering command corresponding to the current driving state. For example, based on the current driving state of the vehicle, the current steering wheel feedback torque constraint and the current steering wheel steering command corresponding to the current driving state can be calculated using a preset calculation rule, wherein the current steering wheel feedback torque constraint includes the maximum value T of the current steering wheel feedback torque. limit_max and the minimum value T limit_min , the current steering wheel steering instruction includes the current steering wheel angle θ.

[0034] S14: Execute corresponding steering wheel steering operation according to the current steering wheel feedback torque constraint and the current steering wheel steering command.

[0035] According to the current steering wheel feedback torque constraint and the current steering wheel steering command, a corresponding steering wheel steering operation is performed. For example, under the current steering wheel feedback torque constraint, in response to the current steering wheel steering command, the steering wheel is turned to the target position.

[0036] In this embodiment, the flag information at the current moment is obtained, and the flag information is used to characterize the driver's hand torque and the corresponding duration. The vehicle's driving mode at the previous moment and the flag information at the current moment are used to determine the vehicle's current driving state, and the current steering wheel feedback torque constraint and the current steering wheel steering instruction corresponding to the current driving state are obtained. Furthermore, the corresponding steering wheel steering operation can be performed based on the current steering wheel feedback torque constraint and the current steering wheel steering instruction, thereby improving the driver's comfort when operating the steering wheel, avoiding the occurrence of hand-slapping phenomenon, and realizing human-machine shared steering control based on the driver's operating comfort.

[0037] In some embodiments, the preset flag information includes a release flag I r , intervention flag I sf and takeover flag I tm At least one of the following, the release flag bit 1 r It can be used to determine that the driver's intention to operate the steering wheel is to take it off, and the intervention flag is I sf Can be used to determine the driver's intention to manipulate the steering wheel for intervention and take over flag position I tm It can be used to determine that the driver's intention to manipulate the steering wheel is to take over.

[0038] Among them, the release flag bit I r Indicates that the current torque is less than the first torque threshold T r And the duration of the current torque is greater than the first duration threshold t r ; Intervention flag I sf Indicates that the current torque is greater than the second torque threshold T sf And the duration of the current torque is greater than the second duration threshold t sf ; Take over flag bit I tm Indicates that the current torque is greater than the third torque threshold T t And the duration of the current torque is greater than the third duration threshold t t , or take over flag bit I tm Indicates that the current torque is greater than the fourth torque threshold T m The first torque threshold T r Less than the second torque threshold T sf , the second torque threshold T sf Less than the third torque threshold T t , the third torque threshold T t Less than the fourth torque threshold T m The first duration threshold t r Greater than the second duration threshold t sf And the second duration threshold t sf Less than the third duration threshold t t .

[0039] In some examples, the intervention flag is I sf Including slow intervention flag I s and fast intervention flag I f , the second torque threshold T sf Including torque threshold T s and torque threshold T f , the second duration threshold t sf Including duration threshold t s and duration threshold t f Slow intervention flag I sUsed to determine that the driver's intention of manipulating the steering wheel is to intervene slowly, the fast intervention flag is I f Used to determine that the driver's intention of manipulating the steering wheel is to intervene quickly, where the slow intervention flag is I s Corresponding torque threshold T s With the duration threshold t s , fast intervention flag I f Corresponding torque threshold T f With the duration threshold t f In some examples, the takeover flag bit 1 tm Including the first takeover flag I t and the second takeover flag bit I m , the first takeover flag I t Corresponding to the third torque threshold T t and the third duration threshold t t , the second takeover flag bit I m Corresponding to the fourth torque threshold T m .

[0040] For example, T represents the driver's hand torque, which takes a positive value when the steering wheel is turned to the right and a negative value when the steering wheel is turned to the left; t represents the duration of the driver's hand torque; T s Indicates the driver's hand torque threshold when slowly manipulating the steering wheel, T f Indicates the driver's hand torque threshold for quickly manipulating the steering wheel, T t and T m Both represent the driver's hand torque threshold for taking over the steering wheel, T r Indicates the driver's hand torque threshold when leaving the steering wheel. These hand torque thresholds are all positive values; t s Indicates the duration threshold of the driver's slow steering wheel operation, t f Indicates the duration threshold of the driver's rapid steering wheel manipulation, t t Indicates the duration threshold of the driver taking over the steering wheel, t r Indicates the duration threshold of the driver's departure from the steering wheel. These duration thresholds are all positive values.

[0041] Among them, when T≥T s and t≥t s When the slow intervention flag is I s Set to 1, the driver's intention to manipulate the steering wheel can be determined as driver intervention; when T≤-T s and t≥t s When the slow intervention flag is I s Set to 1, it can be determined that the driver intervenes; when T≥T f and t≥t f When the fast intervention flag is I f Set to 1, it can be determined that the driver intervenes; when T≤-T fand t≥t f When the fast intervention flag is I f Set to 1, it can be determined that the driver intervenes. When T≥T t and t≥t t When the first takeover flag is I t Set to 1, the driver's intention to manipulate the steering wheel can be determined as the driver taking over; when T≤-T t and t≥t t When the flag is I t Set to 1, it can be determined that the driver has taken over; when T>T m When the second takeover flag is I m Set to 1, it can be determined that the driver has taken over; when T<-T m When the flag is I m Set to 1, it can be determined that the driver has taken over. When the original state is driver intervention or driver take over, -T r ≤T≤T r and t≥t r When the release flag is I r If set to 1, the driver's intention to manipulate the steering wheel can be determined as the driver's hands-off behavior.

[0042] For example, in some examples, the threshold value can be set as: T s =1.5(N·m), t s =0.1s; T f =2.5(N·m), t f =0.1s; T t =3.5(N·m), t t =0.2s; T m =4.5(N·m); T r =0.8(N·m), t r =0.4s.

[0043] In some embodiments, the vehicle's driving modes include an autonomous driving mode, a human-machine co-driving mode, and a driver takeover mode. The current driving state includes at least a first type of driving state A and a second type of driving state B. The first type of driving state A includes the vehicle entering the autonomous driving mode from the human-machine co-driving mode, the ADAS system has been previously turned on, and the vehicle is maintaining the autonomous driving mode. The second type of driving state B includes the vehicle entering the human-machine co-driving mode from the autonomous driving mode and starting to exit the autonomous driving mode, maintaining the human-machine co-driving mode and the autonomous driving is in the exited state, entering the driver takeover mode from the human-machine co-driving mode, the vehicle maintaining the driver takeover mode, entering the human-machine co-driving mode from the driver takeover mode and starting to engage the autonomous driving mode, maintaining the human-machine co-driving mode and the autonomous driving is in the engaged state, etc.

[0044] At this time, the vehicle's driving mode at the previous moment and the flag information at the current moment are used to determine the vehicle's current driving state, including: in response to the vehicle's driving mode at the previous moment being the automatic driving mode, and the intervention flag being set to the first preset value, determining that the current driving state is the second type of driving state; in response to the vehicle's driving mode at the previous moment being the human-machine co-driving mode, and the hands-off flag being set to the first preset value, determining that the current driving state is the first type of driving state; in response to the vehicle's driving mode at the previous moment being the human-machine co-driving mode, and the takeover flag being set to the first preset value, determining that the current driving state is the second type of driving state; in response to the vehicle's driving mode at the previous moment being the driver takeover mode, and the takeover flag being set to the second preset value, determining that the current driving state is the second type of driving state.

[0045] In some examples, the first preset value may be 1, and the second preset value may be 0. For example, in response to the vehicle's last driving mode being the automatic driving mode, and the intervention flag being set to 1 sf =1, it can be determined that the current driving state is the second type of driving state; in response to the vehicle's driving mode at the last moment being the human-machine co-driving mode, and the hands-off flag is 1 r Set to 1, it can be determined that the current driving state is the first type of driving state; in response to the vehicle's driving mode at the last moment being the human-machine co-driving mode, and the takeover flag bit 1 tm Set to 1, it can be determined that the current driving state is the driving mode switching mode; in response to the vehicle's driving mode at the last moment being the driver takeover mode, and the takeover flag is 1 tm If it is set to 0, it can be determined that the current driving state is the second type of driving state.

[0046] For ease of understanding, an example is given to illustrate how to determine the current driving state of a vehicle in an embodiment of the present application. Figure 2 As shown, Figure 2 This is a logic diagram of determining the current driving state of a vehicle according to an embodiment of the present application. When the ADAS system switches from the off state to the on state, it enters the automatic driving mode by default. p Indicates the driving mode at the previous moment, and S indicates the driving mode at the current moment.

[0047] If S p For automatic driving mode, s or I f Is it 1 to judge, if the current moment I s or I f If it is 1, the driver intervenes, then S is the human-machine co-driving mode, and the current driving state of the vehicle is from the automatic driving mode to the human-machine co-driving mode and the automatic driving mode begins to exit. Or, if the current moment I s and I fIf both are not 1, the driver has not intervened, then S is the automatic driving mode, and the current driving state of the vehicle is that the car maintains the automatic driving mode.

[0048] If the car enters the human-machine co-driving mode from the automatic driving mode at the last moment and the automatic driving mode begins to exit, continue to s or I f Is it 1 to judge, for example, at the current moment I s or I f If it is 1, the driver intervenes, then S is the human-machine co-driving mode, and the current driving state of the vehicle is to maintain the human-machine co-driving mode and the automatic driving is in the exit state.

[0049] If the car maintains the human-machine co-driving mode and the automatic driving is in the exit state at the last moment, continue to s or I f Is it 1 to judge, for example, at the current moment I s or I f If both are not 1, then we can make judgments in two cases. The first case is to judge the current moment I t or I m Is it 1? If the current moment I t or I m If it is 1, the driver takes over, then S is the driver take over mode, and the current driving state of the vehicle is from the human-machine co-driving mode to the driver take over mode. In the second case, it is determined that the current moment I r Is it 1? If the current moment I r If it is 1, the driver takes his hands off the wheel, then S is the automatic driving mode, and the vehicle's current driving state is the transition from human-machine co-driving mode to automatic driving mode.

[0050] If the car enters the driver takeover mode from the human-machine co-driving mode at the last moment, s or I f Is it 1 and I t Is it 0 to judge, at this time, if the current moment I s and I f Both are 0 and I t If is 1, the driver takes over, then S is the driver take over mode, and the current driving state of the vehicle is to maintain the driver take over mode. s and I f Both are 0 and I t If is 0, the driver takes over, then S is the driver take over mode, and the current driving state of the vehicle is to maintain the driver take over mode. s is 1, I f is 0, I tIf is 1, the driver takes over, then S is the driver take over mode, and the current driving state of the vehicle is to maintain the driver take over mode. s is 0, I f is 1, I t If it is 1, the driver takes over, then S is the driver take over mode, and the current driving state of the vehicle is to maintain the driver take over mode.

[0051] If the car has not entered the driver takeover mode from the human-machine co-driving mode at the last moment, that is, I s or I f is 1 and I t If is 0, the human-machine co-driving mode enters the automatic driving mode. s and I f If both are not 1, the driver has not intervened, then S is the automatic driving mode, and the current driving state of the vehicle is to maintain the automatic driving mode. s or I f If it is 1, the driver intervenes, then S is the human-machine co-driving mode, and the current driving state of the vehicle is to maintain the human-machine co-driving mode and the automatic driving is in the exit state.

[0052] If the car maintains the driver takeover mode at the last moment, s or I f Is it 1 and I t Is it 0 to judge, at this time, if the current moment I s is 0, I f is 1, I t If 0, the driver is involved, then S is the driver intervention mode, and the current driving state of the vehicle is from the driver taking over mode to the human-machine co-driving mode and the automatic driving starts to connect. s is 1, I f is 0, I t If it is 0, the driver is involved, then S is the driver intervention mode, and the current driving state of the vehicle is from the driver taking over mode to the human-machine co-driving mode and the automatic driving starts to connect. s is 1, I f is 1, I t If it is 0, the driver intervenes, then S is the driver intervention mode, and the current driving state of the vehicle is from the driver taking over mode to the human-machine co-driving mode and the automatic driving starts to connect.

[0053] If the car enters the human-machine co-driving mode from the driver’s takeover mode at the last moment and the automatic driving starts to connect, r , I t and I m Are they all 0 to judge, and at the current moment I r , It and I m If both are 0, then S is the automatic driving mode, and the current driving state of the vehicle is to maintain the human-machine co-driving mode and the automatic driving is in the engaged state.

[0054] If the car maintains the human-machine co-driving mode and the automatic driving is in the connected state at the previous moment, at the current moment I r , I t and I m When any of them is not 0, r Is it 1 to judge. If the current moment I r If is 1, the driver takes his hands off the wheel, then S is the automatic driving mode, and the vehicle's current driving state is the transition from human-machine co-driving mode to automatic driving mode. r Not 1, for the current moment I t or I m Is it 1 to judge, if the current moment I t or I m If it is 1, the driver takes over, then S is the driver take over mode, and the current driving state of the vehicle is from the human-machine co-driving mode to the driver take over mode.

[0055] In some embodiments, obtaining the current steering wheel feedback torque constraint corresponding to the current driving state includes: obtaining the steering wheel feedback torque constraint at the previous moment and the feedback torque constraint information corresponding to the current driving state, the feedback torque constraint information including the maximum feedback torque corresponding to the current driving state and a preset minimum feedback torque; calculating the steering wheel feedback torque constraint at the previous moment and the feedback torque constraint information to obtain the current steering wheel feedback torque constraint.

[0056] In some examples, the feedback torque constraint information corresponding to the steering wheel feedback torque constraint at the previous moment and the current driving state is obtained. The feedback torque constraint information includes the maximum feedback torque corresponding to the current driving state and the preset minimum feedback torque. For example, the maximum value T of the steering wheel feedback torque constraint at the previous moment is obtained. limit_max_pre , the maximum feedback torque T corresponding to the current driving state max and the preset minimum feedback torque T min , where T min Can be preset according to driving mode, such as T min > 0. Further, the steering wheel feedback torque constraint and the feedback torque constraint information at the previous moment are calculated to obtain the current steering wheel feedback torque constraint, for example, based on the maximum value T of the steering wheel feedback torque constraint at the previous moment. limit_max_pre , the maximum feedback torque T corresponding to the current driving state max and the preset minimum feedback torque T ,inThe current steering wheel feedback torque constraint can be obtained by calculation. The current steering wheel feedback torque constraint includes the maximum value T of the current steering wheel feedback torque constraint. limit_max , the minimum value T of the current steering wheel feedback torque constraint limit_min , where the maximum value T in the current steering wheel feedback torque constraint can be limit_max Calculate the minimum value T of the current steering wheel feedback torque constraint limit_min , for example, T limit_min =-T limit_max .

[0057] In some embodiments, obtaining the maximum feedback torque corresponding to the current driving state includes: obtaining the lane line curvature and vehicle speed corresponding to the current driving state; based on the lane line curvature and vehicle speed, using a preset feedback torque calibration table, calculating the maximum feedback torque corresponding to the current driving state.

[0058] In some examples, the upper limit of the steering wheel feedback torque is expressed as follows:

[0059] T max =f(T cv ,C,V)

[0060] Among them, T cv This is the calibration table of the upper limit of steering wheel feedback torque under different lane curvatures and different vehicle speeds obtained through actual vehicle test calibration. C is the lane curvature, V is the vehicle speed, and f(T cv ,C,V) is based on T cv Calculate T when the lane curvature is C and the vehicle speed is V max function.

[0061] For example, T cv The form can be as follows:

[0062]

[0063]

[0064] Among them, C i There are 6 different lane curvatures, V i For 6 different vehicle speeds, T ij These are the upper limits of the steering wheel feedback torque for 36 different lane curvatures and vehicle speeds, i = 1, 2, 3, 4, 5, 6, and j = 1, 2, 3, 4, 5, 6. It is understood that the values ​​of i and j can be determined based on actual needs. To improve the credibility of the calibration results, their value ranges can be appropriately increased.

[0065] Accordingly, f(T cv ,C,V) are implemented as follows: Get T cvThe maximum and minimum values ​​of the lane curvature are obtained to obtain T cv The maximum and minimum speeds in the vehicle are limited; C is limited to the curvature of the lane line, and V is limited to the speed range. cv Find the two sets of lane line curvatures closest to C and the two sets of vehicle speeds closest to V. cv Find the corresponding steering wheel feedback torque upper limit in , and based on the nearest vehicle speed and the corresponding steering wheel feedback torque upper limit, perform linear interpolation on the lane curvature C to obtain the maximum and minimum values ​​of the steering wheel feedback torque upper limit. Further, based on the nearest curvature, the maximum and minimum values ​​of the steering wheel feedback torque upper limit, interpolate the vehicle speed V to obtain the steering wheel feedback torque upper limit T max , that is, the maximum feedback torque corresponding to the current driving state.

[0066] In some embodiments, the current driving state includes a first type of driving state, and a calculation is performed based on the steering wheel feedback torque constraint and the feedback torque constraint information at the previous moment to obtain the current steering wheel feedback torque constraint, including: in response to the current driving state being the first type of driving state, the sum of the maximum value of the steering wheel feedback torque constraint at the previous moment and the first torque preset value is less than the maximum value of the feedback torque, and the sum of the maximum value of the steering wheel feedback torque constraint at the previous moment and the first torque preset value is used as the maximum value of the current steering wheel feedback torque constraint; or in response to the current driving state being the first type of driving state, the sum of the maximum value of the steering wheel feedback torque constraint at the previous moment and the first torque preset value is greater than or equal to the maximum value of the feedback torque, and the maximum value of the feedback torque is used as the maximum value of the current steering wheel feedback torque constraint.

[0067] In some examples, the current driving state is a first type of driving state, that is, the current driving state is one of entering the automatic driving mode from the human-machine co-driving mode, the ADAS system has been turned on before and the car is in maintaining the automatic driving mode.

[0068] In response to the current driving state being the first type of driving state, the maximum value T in the steering wheel feedback torque constraint at the previous moment is limit_max_pre and the first torque preset value T access The sum is less than the maximum feedback torque T max , the maximum value T in the steering wheel feedback torque constraint at the previous moment limit_max_pre and the first torque preset value T access The sum is the maximum value T in the current steering wheel feedback torque constraint limit_max , where the first torque preset value T access is the increase in the maximum value of the steering wheel feedback torque constraint within a unit sampling period. That is, if T limit_max_pre +T access <T max , then Tlimit_max =T limit_max_pre +T access .

[0069] Alternatively, in response to the current driving state being the first type of driving state, the maximum value T of the steering wheel feedback torque constraint at the previous moment is limit_max_pre and the first torque preset value T access The sum is greater than or equal to the maximum feedback torque T max , the maximum feedback torque T max As the maximum value T in the current steering wheel feedback torque constraint limit_max That is, if T limit_max_pre +T access ≥T max , then T limit_max =T max .

[0070] In some embodiments, the current driving state includes a second type of driving state, and a calculation is performed based on the steering wheel feedback torque constraint and the feedback torque constraint information at the previous moment to obtain the current steering wheel feedback torque constraint, including: in response to the current driving state being the second type of driving state, the difference between the maximum value in the steering wheel feedback torque constraint at the previous moment and the second torque preset value is greater than the preset feedback torque minimum value, and the difference between the maximum value in the steering wheel feedback torque constraint at the previous moment and the second torque preset value is used as the maximum value in the current steering wheel feedback torque constraint; or in response to the current driving state being the second type of driving state, the difference between the maximum value in the steering wheel feedback torque constraint at the previous moment and the second torque preset value is less than or equal to the preset feedback torque minimum value, and the preset feedback torque minimum value is used as the maximum value in the current steering wheel feedback torque constraint.

[0071] In some examples, the current driving state is a second type of driving state, that is, the current driving state is one of the following: the automatic driving mode enters the human-machine co-driving mode and the automatic driving mode begins to exit, the human-machine co-driving mode is maintained and the automatic driving is in the exit state, the human-machine co-driving mode enters the driver takeover mode, the car maintains the driver takeover mode, the driver takeover mode enters the human-machine co-driving mode and the automatic driving begins to connect, and the human-machine co-driving mode is maintained and the automatic driving is in the connected state.

[0072] In response to the current driving state being the second type of driving state, the maximum value T in the steering wheel feedback torque constraint at the previous moment is limit_max_pre and the second torque preset value T exit The difference is greater than the preset minimum feedback torque T min , the maximum value T in the steering wheel feedback torque constraint at the previous moment limit_max_pre and the second torque preset value T exit The difference is taken as the maximum value T in the current steering wheel feedback torque constraintlimit_max , where T exit is the reduction of the maximum value of the steering wheel feedback torque constraint within a unit sampling period. That is, if T limit_max_pre -T exit >T min , then T limit_max =T limit_max_pre -T exit .

[0073] Alternatively, in response to the current driving state being the second type of driving state, the maximum value T of the steering wheel feedback torque constraint at the previous moment is limit_max_pre and the second torque preset value T exit The difference is less than or equal to the preset minimum feedback torque T min , set the preset minimum feedback torque T min As the maximum value T in the current steering wheel feedback torque constraint limit_max That is, if T limit_max_pre -T exit ≤T min , then T limit_max =T min .

[0074] In some embodiments, obtaining a current steering wheel steering instruction corresponding to a current driving state includes: obtaining steering wheel angle information, the steering wheel angle information including the steering wheel angle at the previous moment, the current actual steering wheel angle and the current expected steering wheel angle; and determining a current steering wheel steering instruction based on the steering wheel angle information.

[0075] In some examples, obtaining the current steering wheel steering instruction corresponding to the current driving state includes: obtaining steering wheel angle information, the steering wheel angle information including the steering wheel angle θ at the previous moment pre , the current actual steering wheel angle θ and the current desired steering wheel angle θ d . Among them, θ pre Indicates the steering wheel angle control command at the previous moment, θ a Measured by the steering wheel angle sensor, θ dThe ADAS controller calculates this based on a designed control algorithm, including but not limited to proportional-integral-derivative (PID), sliding-model-control (SMC), model-predictive-control (MPC), and linear-quadratic-regulator (LQR). Furthermore, the steering wheel angle information is used to calculate the current steering wheel steering command θ, which can be used to indicate the target position to which the steering wheel should be turned.

[0076] In some embodiments, the current driving state includes a first type of driving state; based on the steering wheel angle information, the current steering wheel steering instruction is determined, including: in response to the current driving state being the first type of driving state, the current expected steering wheel angle is greater than the steering wheel angle at the previous moment, and the sum of the steering wheel angle at the previous moment and the first angle preset value is used as the current steering wheel steering instruction; or in response to the current driving state being the first type of driving state, the current expected steering wheel angle is greater than the steering wheel angle at the previous moment, and the sum of the steering wheel angle at the previous moment and the first angle preset value is greater than or equal to the current expected steering wheel Angle, the current expected steering wheel angle is used as the current steering wheel steering instruction; or in response to the current driving state being the first type of driving state, the current expected steering wheel angle is smaller than the steering wheel angle at the previous moment, and the difference between the steering wheel angle at the previous moment and the second angle preset value is used as the current steering wheel steering instruction; or in response to the current driving state being the first type of driving state, the current expected steering wheel angle is smaller than the steering wheel angle at the previous moment, and the difference between the steering wheel angle at the previous moment and the second angle preset value is less than or equal to the current expected steering wheel angle, and the current expected steering wheel angle is used as the current steering wheel steering instruction.

[0077] In some examples, the current driving state is a first type of driving state, that is, the current driving state is one of entering the automatic driving mode from the human-machine co-driving mode, the ADAS system has been turned on before and the car is in maintaining the automatic driving mode.

[0078] In response to the current driving state being the first type of driving state, the current desired steering wheel angle θ d Greater than the steering wheel angle θ at the previous moment pre , the steering wheel angle θ at the previous moment pre and the first rotation angle preset value θ add The sum of the current steering wheel steering command θ, where θ add is the increase in the steering wheel steering command within a unit sampling period. That is, if θ d >θ pre, then the steering wheel command needs to be slowly increased to the desired steering wheel angle of the ADAS system, that is, θ = θ pre +θ add .

[0079] Alternatively, in response to the current driving state being the first type of driving state, the current desired steering wheel angle θ d Greater than the steering wheel angle θ at the previous moment pre , and the steering wheel angle θ at the previous moment pre and the first rotation angle preset value θ add The sum is greater than or equal to the current desired steering wheel angle θ d , the current desired steering wheel angle θ d As the current steering wheel steering instruction θ. That is, if θ d >θ pre , then the steering wheel command needs to be slowly increased to the desired steering wheel angle of the ADAS system, that is, θ = θ pre +θ add , and if the current moment satisfies θ≥θ d , then θ=θ d , otherwise θ=θ pre +θ add .

[0080] Alternatively, in response to the current driving state being the first type of driving state, the current desired steering wheel angle θ d Less than the steering wheel angle θ at the previous moment pre , the steering wheel angle θ at the previous moment pre and the second rotation angle preset value θ sub The difference is taken as the current steering wheel steering instruction θ, where θ sub is the reduction of the steering wheel steering command within the unit sampling period. That is, if θ d <θ pre , then the steering wheel command needs to be slowly reduced to the desired steering wheel angle of the ADAS system, that is, θ = θ pre -θ sub .

[0081] Alternatively, in response to the current driving state being the first type of driving state, the current desired steering wheel angle θ d Less than the steering wheel angle θ at the previous moment pre , and the steering wheel angle θ at the previous moment pre and the second rotation angle preset value θ sub The difference is less than or equal to the current desired steering wheel angle θ d , the current desired steering wheel angle θ d As the current steering wheel steering instruction. That is, if θ d <θ pre, then the steering wheel command needs to be slowly reduced to the desired steering wheel angle of the ADAS system, that is, θ = θ pre -θ sub , and if the current moment satisfies θ≤θ d , then θ=θ d , otherwise θ=θ pre -θ sub .

[0082] In some embodiments, the current driving state includes a second type of driving state; based on the steering wheel angle information, the current steering wheel steering instruction is determined, including: in response to the current driving state being the second type of driving state, the current actual steering wheel angle is greater than the steering wheel angle at the previous moment, and the sum of the steering wheel angle at the previous moment and the first angle preset value is used as the current steering wheel steering instruction; or in response to the current driving state being the second type of driving state, the current actual steering wheel angle is greater than the steering wheel angle at the previous moment, and the sum of the steering wheel angle at the previous moment and the first angle preset value is greater than or equal to the current actual steering wheel Angle, the current actual steering wheel angle is used as the current steering wheel steering instruction; or in response to the current driving state being the second type of driving state, the current actual steering wheel angle is smaller than the steering wheel angle at the previous moment, and the difference between the steering wheel angle at the previous moment and the second angle preset value is used as the current steering wheel steering instruction; or in response to the current driving state being the second type of driving state, the current actual steering wheel angle is smaller than the steering wheel angle at the previous moment, and the difference between the steering wheel angle at the previous moment and the second angle preset value is less than or equal to the current actual steering wheel angle, and the current actual steering wheel angle is used as the current steering wheel steering instruction.

[0083] In some examples, the current driving state is a second type of driving state, that is, the current driving state is one of the following: the automatic driving mode enters the human-machine co-driving mode and the automatic driving mode begins to exit, the human-machine co-driving mode is maintained and the automatic driving is in the exit state, the human-machine co-driving mode enters the driver takeover mode, the car maintains the driver takeover mode, the driver takeover mode enters the human-machine co-driving mode and the automatic driving begins to connect, and the human-machine co-driving mode is maintained and the automatic driving is in the connected state.

[0084] In response to the current driving state being the second type of driving state, the current actual steering wheel angle θ a Greater than the steering wheel angle θ at the previous moment pre , the steering wheel angle θ at the previous moment pre and the first rotation angle preset value θ add The sum of the current steering wheel steering command θ. That is, if θ a >θ pre , then the steering wheel command needs to be slowly increased to the steering wheel angle caused by the driver's hand torque, that is, θ=θ pre +θ add .

[0085] Alternatively, in response to the current driving state being the second type of driving state, the current actual steering wheel angle θ a Greater than the steering wheel angle θ at the previous moment pre , and the steering wheel angle θ at the previous moment pre and the first rotation angle preset value θ add The sum is greater than or equal to the current actual steering wheel angle θ a , the current actual steering wheel angle θ a As the current steering wheel steering instruction θ. That is, if θ a >θ pre , then the steering wheel command needs to be slowly increased to the steering wheel angle caused by the driver's hand torque, that is, θ=θ pre +θ add , and if the current moment satisfies θ≥θ a , then θ=θ a , otherwise θ=θ pre +θ add .

[0086] Alternatively, in response to the current driving state being the second type of driving state, the current actual steering wheel angle θ a Less than the steering wheel angle θ at the previous moment pre , the steering wheel angle θ at the previous moment pre and the second rotation angle preset value θ sub The difference between the two is taken as the current steering wheel steering instruction θ. That is, if θ a <θ pre , then the steering wheel command needs to be slowly reduced to the steering wheel angle caused by the driver's hand torque, that is, θ=θ pre -θ sub .

[0087] Alternatively, in response to the current driving state being the second type of driving state, the current actual steering wheel angle θ a Less than the steering wheel angle θ at the previous moment pre , and the steering wheel angle θ at the previous moment pre and the second rotation angle preset value θ sub The difference is less than or equal to the current actual steering wheel angle, and the current actual steering wheel angle θ a As the current steering wheel steering instruction θ. That is, if θ a <θ pre , then the steering wheel command needs to be slowly reduced to the steering wheel angle caused by the driver's hand torque, that is, θ=θ pre -θ sub , and if the current moment satisfies θ≤θ a , then θ=θ a , otherwise θ=θ pre -θ sub .

[0088] In some embodiments, the current driving state includes not only the first type driving state A and the second type driving state B, but also the third type driving state C. For example, the third type driving state C includes that the ADAS system has just been turned on and the car is in the automatic driving mode, and the vehicle maintains the automatic driving mode.

[0089] Furthermore, obtaining a current steering wheel feedback torque constraint corresponding to the current driving state includes: in response to the current driving state being the third type of driving state, using the maximum value of the feedback torque corresponding to the current driving state as the maximum value of the current steering wheel feedback torque constraint; obtaining a current steering wheel steering instruction corresponding to the current driving state includes: in response to the current driving state being the third type of driving state, using the current expected steering wheel angle as the current steering wheel steering instruction.

[0090] In response to the current driving state being the third type of driving state, the maximum feedback torque corresponding to the current driving state is used as the maximum value of the current steering wheel feedback torque constraint. For example, if the ADAS system has just been turned on and the car is in the automatic driving mode, the current maximum steering wheel feedback torque constraint T limit_max =T max .

[0091] In response to the current driving state being the third type of driving state, the current desired steering wheel angle is used as the current steering wheel steering command. For example, if the ADAS system has just been turned on and the car is in the maintain autonomous driving mode, the desired steering wheel angle of the ADAS system is used as the steering wheel steering command, that is, the current steering wheel steering command θ = θ d .

[0092] Those skilled in the art will understand that in the above-mentioned method of the specific implementation method, the writing order of each step does not mean a strict execution order and does not constitute any limitation on the implementation process. The specific execution order of each step should be determined by its function and possible internal logic.

[0093] See also Figure 3 , Figure 3 is a schematic diagram of the structure of an electronic device according to an embodiment of the present application. Electronic device 30 includes a memory 31 and a processor 32 coupled to each other. Processor 32 is configured to execute program instructions stored in memory 31 to implement the steps of the vehicle steering control method embodiment described above. In a specific implementation scenario, electronic device 30 may include, but is not limited to, a microcomputer or a server.

[0094] Specifically, the processor 32 is used to control itself and the memory 31 to implement the steps of the above-mentioned vehicle steering control method embodiment. The processor 32 can also be called a CPU (Central Processing Unit), and the processor 32 may be an integrated circuit chip with signal processing capabilities. The processor 32 can also be a general-purpose processor, a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field-programmable gate array (FPGA) or other programmable logic devices, discrete gates or transistor logic devices, discrete hardware components. The general-purpose processor can be a microprocessor or the processor can also be any conventional processor, etc. In addition, the processor 32 can be implemented by an integrated circuit chip.

[0095] See also Figure 4 , Figure 4 The non-volatile computer-readable storage medium 40 is used to store a computer program 401. When the computer program 401 is executed by the processor, for example, the computer program 401 is executed by the processor. Figure 3 When executed, the processor 32 in the embodiment is used to implement the steps of the above-mentioned embodiment of the vehicle steering control method.

[0096] The above description of the various embodiments tends to emphasize the differences between the various embodiments. The same or similar aspects can be referenced with each other and will not be repeated herein for the sake of brevity.

[0097] In the several embodiments provided in this application, it should be understood that the disclosed methods and related devices can be implemented in other ways. For example, the above-described related device implementation methods are merely illustrative. For example, the division of modules or units is only a logical function division. In actual implementation, there may be other division methods, such as units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication disconnection shown or discussed can be through some interfaces, indirect coupling or communication disconnection of devices or units, which can be electrical, mechanical or other forms.

[0098] In addition, the functional units in the various embodiments of the present application may be integrated into a single processing unit, or each unit may exist physically separately, or two or more units may be integrated into a single unit. The aforementioned integrated units may be implemented in the form of hardware or software functional units.

[0099] If the integrated unit is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present application, or the part that contributes to the prior art, or all or part of the technical solution can be embodied in the form of a software product, which is stored in a storage medium and includes several instructions for enabling a computer device (which can be a personal computer, server, or network device, etc.) or a processor to execute all or part of the steps of each embodiment method of the present application. The aforementioned storage medium includes: various media that can store program codes, such as a USB flash drive, a mobile hard disk, a read-only memory (ROM), a random access memory (RAM), a magnetic disk or an optical disk.

[0100] It is easy for a person skilled in the art to know that many modifications and variations can be made to the apparatus and method while maintaining the teaching content of the present application.Therefore, the above disclosure should be considered as being limited only by the scope of the appended claims.

Claims

1. A vehicle steering control method, characterized in that: include: Obtaining the flag information at the current moment, wherein the flag information is used to represent the driver's hand torque and the corresponding duration; Determining the current driving state of the vehicle by using the driving mode of the vehicle at a previous moment and the flag information at the current moment; Obtaining a current steering wheel feedback torque constraint and a current steering wheel steering command corresponding to the current driving state; A corresponding steering wheel steering operation is performed according to the current steering wheel feedback torque constraint and the current steering wheel steering instruction.

2. The method according to claim 1, characterized in that The flag information includes at least one of a disposal flag, an intervention flag, and a takeover flag; The hands-off flag indicates that the current torque is less than the first torque threshold and the duration of the current torque is greater than the first duration threshold; The intervention flag indicates that the current torque is greater than the second torque threshold and the duration of the current torque is greater than the second duration threshold; The takeover flag indicates that the current torque is greater than the third torque threshold and the duration of the current torque is greater than the third duration threshold; or The takeover flag indicates that the current torque is greater than the fourth torque threshold; wherein the first torque threshold is smaller than the second torque threshold, the second torque threshold is smaller than the third torque threshold, and the third torque threshold is smaller than the fourth torque threshold; The first duration threshold is greater than the second duration threshold and the second duration threshold is less than the third duration threshold.

3. The method according to claim 2, characterized in that The driving mode of the vehicle includes an automatic driving mode, a human-machine co-driving mode, and a driver takeover mode, and the current driving state includes at least a first type of driving state and a second type of driving state; The determining the current driving state of the vehicle by using the driving mode of the vehicle at a previous moment and the flag information at the current moment includes: In response to the driving mode at the previous moment being the automatic driving mode and the intervention flag being set to a first preset value, determining that the current driving state is the second type of driving state; In response to the driving mode at the previous moment being the human-machine co-driving mode and the hands-off flag being set to a first preset value, determining that the current driving state is the first type of driving state; In response to the driving mode at the previous moment being the human-machine co-driving mode and the takeover flag being set to a first preset value, determining that the current driving state is the second type of driving state; In response to the driving mode at the previous moment being the driver takeover mode and the takeover flag being set to a second preset value, it is determined that the current driving state is the second type of driving state.

4. The method according to claim 1, wherein The obtaining of the current steering wheel feedback torque constraint corresponding to the current driving state includes: Obtaining feedback torque constraint information corresponding to the steering wheel feedback torque constraint at a previous moment and the current driving state, the feedback torque constraint information including a maximum feedback torque value and a preset minimum feedback torque value corresponding to the current driving state; A calculation is performed based on the steering wheel feedback torque constraint at the previous moment and the feedback torque constraint information to obtain the current steering wheel feedback torque constraint.

5. The method according to claim 4, characterized in that The current driving state includes at least a first type of driving state and a second type of driving state; The calculating based on the steering wheel feedback torque constraint at the previous moment and the feedback torque constraint information to obtain the current steering wheel feedback torque constraint includes: In response to the current driving state being the first type of driving state, and the sum of the maximum value of the steering wheel feedback torque constraint at the previous moment and the first torque preset value being less than the maximum value of the feedback torque, the sum of the maximum value of the steering wheel feedback torque constraint at the previous moment and the first torque preset value is used as the maximum value of the current steering wheel feedback torque constraint; or In response to the current driving state being the first type of driving state, the sum of the maximum value of the steering wheel feedback torque constraint at the previous moment and the first torque preset value is greater than or equal to the maximum feedback torque, and the maximum feedback torque is used as the maximum value of the current steering wheel feedback torque constraint; or In response to the current driving state being the second type of driving state, and the difference between the maximum value of the steering wheel feedback torque constraint at the previous moment and the second torque preset value being greater than the preset minimum feedback torque, the difference between the maximum value of the steering wheel feedback torque constraint at the previous moment and the second torque preset value is used as the maximum value of the current steering wheel feedback torque constraint; or In response to the current driving state being the second type of driving state, the difference between the maximum value of the steering wheel feedback torque constraint at the previous moment and the second torque preset value is less than or equal to the preset feedback torque minimum value, and the preset feedback torque minimum value is used as the maximum value of the current steering wheel feedback torque constraint.

6. The method according to claim 4, characterized in that Obtaining the maximum feedback torque corresponding to the current driving state includes: Obtaining the lane curvature and vehicle speed corresponding to the current driving state; Based on the lane line curvature and the vehicle speed, a preset feedback torque calibration table is used to calculate the maximum feedback torque corresponding to the current driving state.

7. The method according to claim 1, characterized in that The obtaining of the current steering wheel steering instruction corresponding to the current driving state includes: Obtaining steering wheel angle information, wherein the steering wheel angle information includes the steering wheel angle at the previous moment, the current actual steering wheel angle, and the current expected steering wheel angle; The current steering wheel steering instruction is determined based on the steering wheel angle information.

8. The method according to claim 7, characterized in that The current driving state includes a first type of driving state; The determining the current steering wheel steering instruction based on the steering wheel angle information includes: In response to the current driving state being the first type of driving state, the current expected steering wheel angle is greater than the steering wheel angle at a previous moment, and taking the sum of the steering wheel angle at the previous moment and the first angle preset value as the current steering wheel turning instruction; or In response to the current driving state being the first type of driving state, the current expected steering wheel angle is greater than the steering wheel angle at a previous moment, and the sum of the steering wheel angle at the previous moment and the first angle preset value is greater than or equal to the current expected steering wheel angle, using the current expected steering wheel angle as the current steering wheel steering instruction; or In response to the current driving state being the first type of driving state, the current desired steering wheel angle is less than the steering wheel angle at a previous moment, and using the difference between the steering wheel angle at the previous moment and a second angle preset value as the current steering wheel turning instruction; or In response to the current driving state being the first type of driving state, the current expected steering wheel angle is less than the steering wheel angle at the previous moment, and the difference between the steering wheel angle at the previous moment and the second angle preset value is less than or equal to the current expected steering wheel angle, the current expected steering wheel angle is used as the current steering wheel steering instruction.

9. The method according to claim 7, characterized in that The current driving state includes a second type of driving state; The determining the current steering wheel steering instruction based on the steering wheel angle information includes: In response to the current driving state being the second type of driving state, the current actual steering wheel angle is greater than the steering wheel angle at a previous moment, and the sum of the steering wheel angle at the previous moment and the first angle preset value is used as the current steering wheel turning instruction; or In response to the current driving state being the second type of driving state, the current actual steering wheel angle is greater than the steering wheel angle at a previous moment, and the sum of the steering wheel angle at the previous moment and the first angle preset value is greater than or equal to the current actual steering wheel angle, using the current actual steering wheel angle as the current steering wheel steering instruction; or In response to the current driving state being the second type of driving state, the current actual steering wheel angle is less than the steering wheel angle at a previous moment, and the difference between the steering wheel angle at the previous moment and the second angle preset value is used as the current steering wheel turning instruction; or In response to the current driving state being the second type of driving state, the current actual steering wheel angle is less than the steering wheel angle at the previous moment, and the difference between the steering wheel angle at the previous moment and the second angle preset value is less than or equal to the current actual steering wheel angle, the current actual steering wheel angle is used as the current steering wheel steering instruction.

10. The method according to claim 1, characterized in that The current driving state also includes a third type of driving state; The obtaining of the current steering wheel feedback torque constraint corresponding to the current driving state includes: In response to the current driving state being the third type of driving state, taking the maximum feedback torque value corresponding to the current driving state as the maximum value of the current steering wheel feedback torque constraint; The obtaining of the current steering wheel steering instruction corresponding to the current driving state includes: In response to the current driving state being the third type of driving state, the current desired steering wheel angle is used as the current steering wheel turning instruction.

11. An electronic device, characterized in that: The invention comprises a memory and a processor coupled to each other, wherein the processor is used to execute program instructions stored in the memory to implement the vehicle steering control method according to any one of claims 1 to 10.

12. A non-volatile computer-readable storage medium having program instructions stored thereon, characterized in that: When the program instructions are executed by a processor, the vehicle steering control method according to any one of claims 1 to 10 is implemented.

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